Automatic train-control apparatus



A. J. BROOKINS.

AUTOMATIC TRAIN CONTROL APPARATUS.

APPLICATION FILED APR-24, I920.

Patented July 12, 1921.

3 SHEETSSHEET I.

FINDREWI fg aokmj,

I A. 1. BROOKINS. AUTOMATIC TRAIN CONTROL APPARATUS.

APPLICATION FILED APR- 24, 1920.

1,384,552, Patented July 12, 1921.

3 SHEETS-SHEET 2- 45 F714! raw cfBcoo/c'mi,

Inv to,

1 By j K1 A. J. .BROOKINS.

AUTOMATIC TRAIN CONTRGL APPARATUS.

APPLICATiON FILED APR-24, 1920.

1,384,552. Patented July 12, 1921.

3 SHEETS-SHEET 3- 'tion isto obtain in the member thereoi which UNITED stares PATENT OFFICE.

ANDREW J. BROOKINS, or onIoAGo, ILLINOIS.

AUTOMATIC trimm- CDNTROL APPARATUS.

Application filed April 24,

To all 10/2 0721 c't may concern Be it known that I, ANDREW J. BnooKINs, a citizen of the United States, and a resident oi Chicago, in the county of Cool: and State of lllinois, have invented certain new and useful Improvements in Automatic T rain- Control Apparatus, of which the following is a specification, reference being had to the drawings accompanying and forming a part hereof.

This invention relates to combined automatic and manually operable train carried apparatus adapted to co-act with members of track side installations or electric block railroad systems.

Among the objects of this invention are to obtain a pneumatically and mechanically operable apparatus which is si iple in construction, economically made, durable and easily maintained in good working condition, and readily understood by men in charge thereof; to obtain an apparatus of the kind recited which is adapted to be controlled by an electroresponsive member forming an element in the train carried portion of an electric circuit, the remaining elements of which are members in a track side installation: to obtain an apparatus provided with mechanically and manually operzble members which are adapted to ooact, and to co-act with members of said track side installation: and pneumatically operable members which communicate with the air supply of the air brake system of the train and which are adapted to be operated by air under pressure suppliel thereto by said air brake system. Additional objects are to obtain an apparatus whereof the pneumatically operable mechanisms are adapted to establish communication between said air brake system and the atmosphere, thereby releasing air under pressure; and to obtain mechanism adapted to be manually operable to interrupt said established communication upon the manual operation thereof, and an apparatus whereby, on the subsequent co-action oi said pneumatically operable member and said members-of the track side system said manually operated member will be automatically returned to its normal position to permit the re'e'stablishment of communication between the air brake system and the atmosphere. And a. further object of this inven- Specification of Letters Patent.

Patented July 12, 1921. 1920. Serial No. 376,355.

co-acts with track side members, a construction whereby upon'the excessive wear thereof, means are provided to give warning to the men in charge of the apparatus.

An additional object is to obtain an apparatusof the kind named in which the use of a spring or springs is obviated, and close contact of a shoe on the descending side of a ramp is insured.

In the drawings the track side installations required are sufiiciently identified and illustrated to render reference thereto in the description of the apparatus understandable, and the parts thereof directly co-acting with the train carried mechanisms are wel shown.

In said drawings Figure 1 is a side elevation of a ramp rail, a track rail, a truck on sale track rail, and an apparatus embodying this invention operably mounted on said truck.

Fig. 2 is a plan of track rails, showing indiagram trucks, or cabs, on said rails, and

track side installations co actuable with the apparatus embodying this invention.

Fig. 3 is a top plan view, partly in section, of said apparatus.

F igz-e is a side elevation, with a part thereof shown in vertical section. 1

Fig. 5, is a side elevation of the apparatus, witli the manually operablevalverthereot shown in vertical section, a portion of the case being broken away to expose said valve and associated parts to view.

Fig. 6 is a similar view to Fig. 5, the shoe, said valve, and associated parts, being in a different position.

=Fig. 7 is a top plan view of said shoe; and 1 Fig. 8 a vertical section on line 88 of Fig. 7, viewed in the direction indicated by arrows, i

Fig. 9 is a transverse section of the manuallyoperable valve, on line 9-9 of Fig. '3, viewed in the direction indicated by arrows, and in the position illustrated in Fig. 5.

Fig. 10 is a similar view of said valve in the position illustrated in Fig. 6, (having been manually operated).

Fig. 11 is a similar view of said valve, in

the position illustrated in Figs. 4' and 5.

the'hub of the controlling lever being shown with said lever in clear position.

Fig. 12 1s a side elevation of an element which is illustrated in Figs. 4, 5, and 6, as

mounted on the larger vertically movable plunger of the apparatus, showing a lever actuated thereby in end elevation.

Fig. 13 is an enlarged view of the head of the plunger showing the arrangement of the packing more clearly.

A reference numeral applied to designate a given part indicates said part throughout the several figures of the drawings, wherever the same appears.

Referring to Fig. 1, numerals 1 and 2 rep resent elements of an air under ,pressure supply pipe, which is in communication at its inlet end with the train air brake system and at its outlet with the air receiving duct 9 of the apparatus. 3, 3, represent the frame of the truck on which the apparatus is illus trated as mounted, by supports 4, 4. 5, 5, represent insulating material between the supports 4, 4, and the case of the'apparatus. 6 represents the case of plunger 24, and 7 represents a removable cover to the case. 8 represent the case of the apparatus, and 9 an air duct. 10 represents an air chamber in case 6, (see Figs. 4, 5, 6 and 10). 11 and 12, respectively represent air ducts or passage ways. 13 represents a passage way through the movable member of valve 39, said valve being hereinafter termed the permissive or manually operable valve. 14represents a pneumatic signal. and 14 a communicating passage way between passage way 13 of the permissive valve and signal 14. '15 and 18, respectively, represent air ducts or passage ways. 19 represents an inner plunger, and 17 an air retaining cup on the upper end of said plunger. 20 represents a retaining nut for the air retaining cup 22 of the large plunger, 24. 21 represents an expanding ring in cup 22. Plunger 24 is vertically movable and is provided with chamber 16, in which chamber plunger 19- is vertically movable. 25 represents a collar which is rigidly secured on the upper portion of plunger 24, as by nut and bolt 26 and 27. Plunger 24 is a two-part member, the lower part being cylindrical and the upper part forced thereinto. 25 represents a right angle arm, which is illustrated as integral with collar 25, said collar forming the base of said arm. 28 represents a pivot which is secured in the lower end of arm 25*, (see Fig. 12), and extends through a slot provided therefor in lever 29. By this arrangement the upward and downward movement of plunger 24 moves lever 29 on its fulcrum, and when said lever is maintained in an elevated, or partially elevated position by notch 29 and latch30, (see Fig. 4), said plunger is suspended by said lever. The fulcrum of lever 29 comprises hub 33 which is rigidly secured to shaft 34 by' key 35, (see Fig. The latch member 30 is fulcrumed on pin'30 and is arranged to co-act with head 29 of lever 29, to be forced ,43 a groove in said inner member.

tric connection is established to the shoe of the apparatus, and to box 3 of the truck, from which connection is made through the axle of the truck to the rail of the track. Shaft 34 is adapted to be manipulated to actuate valve 39. Said valve is illustrated in horizontal section in Fig. 3, and in vertical section in Figs. 4,5, 6, 9, 10 and 11. The smaller end of the valve 39 is provided with lugs, 38, 38, and the sides of the, end of shaft 34 are removed to obtain a key end, 37, which extends between said lugs 38, 38; and the larger end of said valve is squared to accommodate a wrench for the purpose of manually operating said valve, (see 40, Fig. 3). 41 represents the nut on stuffing box 41 42, 42 represent the outside members of the movable mounted shoe of the appaatus, 43 the inner member of said shoe, and Said inner member consists of a horizontal base, and vertical members 43 which are integral with said base. The outer sides of said vertical members flare outwardly as they ascend from said base, as is illustrated in Fig. 8, and designated by the numerals 43 43 This construction is to permit the said inner member to fall from the outer members, or to be forced therefrom b )lun er 19, when bv y l e contact with ramp members 51, 53, the base of said inner member has been worn through, thereby separating said vertical members. Members 42 and 42 are suspended by links 44, 44, from arms 44-, 44 45, 45, represent bolts through said links and through said outer shoemembers; and through said links and slots 44 44 Said links 44, 44, also serve to hold outer members 42 and 42 together, against the outward thrust of sides 43 3 of vertical portions 43 of base 43.

\Vhen said inner member fails or is forced from the outer members the iston 19 is 1, 5, and 6). 416 represents the shell or case of valve 89. 4;? represents a stulfing box on the upper end of plunger 24-, and 48 a removable head to theupper end of shell 6. 49, (Figs. 4, 5, and 6), represents a stuiling box at the lower end of plunger 24:.

I 59 represents a road side ramp, having sections 51, 53, which are electrically separated by insulating material 52, at the apex thereof, (see Figs. 1 and 2). represents a support which is positioned at the apex of the ramp, and is fastened to track rail 61. Additional supports, 55, 55, are. fastened to the ties 56, 56.

In whichever direction a train is traveling the shoe of the apparatus comes in contact first with the ascending section, and as it rides up the section it raises the shoe and the plunger 24:. in case the apparatus indicates danger the plunger is resting on said inner shoe, and is raised thereby to sound signal 1%, as hereinbefore recited, and in case the plunger is suspended by latch 30 in notch 29 indicating clear the shoe is raised by said ascending section until it is in contact with the lower end of said plunger and thereafter it raises said plunger, to sound signal 14-, as before.

In Fig. 2, 60 and 90, respectively represent a cab or truck, traveling in the direction indicated by arrow 90 section 51 is the ascending section, and the descending section.

Referring to Fig. 1, the movable parts of the apparatus being in their normal, or clear position, the operation is as follows; latch member 30 is in engagement with notch 29 and plunger 2a is suspended by lever Cup 22 is in position to prevent the ilow of air from duct 9 to duct or conduit 12, and from thence through passage way 13 oi valve 39, passage way 41 and signal ll; and cup 1'7 prevents the how of air from conduit 15 to conduit 18. Conduit 15 being in direct communication with conduit 9, (through chamber 10), and conduit 18 in communication with conduit 12, (through (anduit 11), cup 17 is an additional element to pro vent the flow of air under pressure "from con- "duit 9 to conduit 12. Conduit 9 being in communication with the air brake system oi the train, (through conduits 2 and 1), and conduit 12 in communication with the at mosphere, (through passage way 13, conduit 1% and signal 14;), the above named cups, 1'? and 22, while in said normal position, cut ofi" communication between the air brake system and the atmosphere.

As the truck moves forward and block 413 of the shoeengages section 51 ofthe ramp, the shoe will be elevated it ascends the ramp toward its apex, (central. support 5 1 thereby moving plunger 24., collar 25 on said plunger. and arm 25 up. firm 25 and lever 29 being connected by roller pin 28, said lever will also be moved up, turning on its fulcrum 3d and bringing face 29 into contact with latch 30, forcing said latch and lever 31 back, (see Fig. 5).

As the shoe nears apex of the ramp, plunger 24 is in position to register conduit 11 with conduits 9 and 12, thereby establishing communication between the train air brake system and the atmosphere, through conduits 1, 2, 9, 11, 12, valve passage way 13, conduit 1. 1 and signal 1 1-, sounding said signal. The said signal is scanned, as recited, every time the shoe passes over the apex of a ramp; but there will not be a sui ficient volume oif air released at said time to cause an application of the brakes. As the shoe is ascending the ramp and moving plunger 2 1 up, cup 22 passes the outletoi conduit or duct 9, and the air admitted is compressed in chamber 10. Said compression of air in said chamber {oi-es the movable parts of plunger 2% downward, as the shoe passes over the insulation 52 at the apex of the ramp, maintaining said shoe in engagement with sec ion of the ramp, said section regulating the downward movement of the shoe.

Should the signal indir section of the ranip is energ side installation shown in diagram i. 2, and the electromagnet 32, (see I will att not its armature 32 to more lever.

31 on its fulcrum oi said lever thereupon moving latch 30 in position to engage notch 29 0t lever 29, ii), as soon as plun ger 2i descends to register said notch and latch. The engagement of latch 30 with notch 29 prevents further downward movement of lever 2-9. and plunger 2% is suspend ed on pivot 28, by member 25; and as the shoeleaves the amp the several parts the apparatus are in the position they were before engagement therewith, (see Fig.

A rai road electric block system adapted to energize the ramp hereinbefore referred to, comprises duplicate units in each block, the unitin one of said-blocks (block B), and some of the units in adjacent blocks, (A and C), are diagrammed in Fig. 2. The tracks in a block are separated from the tracks of adjacent blocks by suitable insulation, (88). S1, 81, blocks A and B, respectively, represent a track battery; 82, 83, 85 and 87, respectively represent a conductor; (track rails 61 and 86 being also conductors). 841 represents a relay.

The above namea elements in each block form a track circuit which is the primary controlling element of all automatic signals and other devices to control train move.- ments- Each block is usually equipped with a secondary or distant control, as battery 68, conductor 64, movable conductor 65, contact point 66, conductor 67, conductor 91, distant relay 92, conductors 93and 62; all

indicated in Fig. 2. The track side installation of eachblock referred to, being the means of energizing section 53 of the ramp, consists of battery, or other source of electric energy, 63, conductor 64, movable conductor 65, contact point 66, conductor 67, movable conductor 68, contact point 69, conductor 70 to section 53.

Should the signal condition be otherwise than clear, as indicated injFig. 2, the section 53 of the ramp will not be energized, therefore the magnet 32 will not attract armature 32 as the shoe is passing over said section in descending the ramp, and the lever 31 will not move latch 30 in position to engage notch 29 and the plunger will move to its downward limit of ,travel, illustrated in Fig. 6, the valve 39, however, remains in its normal position, (illustrated in Figs. 4 and 5), until manually operated. When the plunger 24 is in said downward position, the cup is in position establishing direct communication between conduit 9 and conduit 12, through chamber 10; and valve 39 being 7 in the position illustrated in Figs. 4 and 5 thereby communication is established between the train air brake system and the at mosphere, as follows: conduits 1, 2, 9, chamber 10, conduits 12, 13, 14 and signal 14. The signal is sounded, and the continued re-' lease of air from the train air brake system" will cause an automatic application of the brakes.

Said signal 14 will continue to sound until said valve 39 is manually operated, as by a wrench on end 40, and turned into the position in which it is illustrated in Fig. 6. Upon the raising of the plunger at the next ramp said valve is automatically turned from the position in which it is illustrated in Figs. 6 and 7 into its normal position in which it is illustrated in Figs. 4 and 5; by-

the automatic turning of plug 34, by means of end 37 being in the'recess of end 38..

Referring to Fig. 2, for an explanation of the above operation, the apparatus is assumed to be mounted on the truck or cab 60, in block A, while the truck 90 is stationed in block C. It is old in the art to have the track circuit arranged so that the presence of a cab or truck in a block will cause the greater part of the electric current which is flowing from the source of electric energy for that block to flow through the wheels and axles of the said cab or truck. The coils of relay 84 of the track circuit will thereby be shunted, and there will not be a sufficient amount of electrical energy in them to cause the magnet thereof to attract its armature; said armature carrying movable conductor vWhile the armature is in attracted po sition said movable conductor 65 is in contact with contact point 66; but under the conditions last recited, said movable conductor is not in contact with said contact point, and the track side installation of the distant or secondary control circuit is thereby opened at said contact point, and relay- 92, of block B, is not energized, thereby causing the circuit of which the track side installation in block A, comprising members 61, 62, 63, 64,65, 66, 67, 68, 69, 70 and ramp section. 53 are elements, to be open, at contact point 69, and a stop operation of the cab or truck carried apparatus is obtained, as previously described.

After the train of which the cab or truck is a member has been brought to a stop the engineer, or other person in charge, by dismounting and fitting a wrench on the squared end of valve 39, can turn same to a closed position, thereby preventing a further escape of air from the train air brake system. The brakes can then be released and the train can proceed through said block. This is termed a permissive movement. lVhen the shoe again ascends a ramp, as say, the ramp in the next block, said valve 39 is returned to its normal, (and open) position, by means of lugs 38, 38, being engaged by end 37 of shaft 34, as lever 29 is raised by the plunger 24. Assuming cab remains in block C, the following operat-ion occurs: hen the shoe of the apparatus engages the ascendingside of the ramp in block I), plunger 24 is moved upward carrying collar 25, arm 25 and lever 29 up, and'shaft 34 is actuated; and end 37 of shaft 34 being in engagement withlugs turns the valve to open (andoperatire) position. Truck or cab 90 remaining in block C while the shoe of truck or cab 60 is in engagement with the descending side of said ramp in said block B, the circuit of the road side installation is opened at contact point 66 of relay S4 of block 0 and magnet of the apparatus on truck or cab V 60 is not energized; hence plunger 24 moves to its lowest limit of travel, to force a stop operation, of the apparatus in the same mannor as hereinbefore described at the ramp 111 block A. To proceed the engineer must bring the train to a stop and again manipumovement of the train is possible with cab 90 positioned within a prescribed number of blocks, it is necessary to come to a stop at each block and manually turn valve 39;

- said turning allowing movement of the truck ing side of theramp in block A, a clear indication is given on the apparatus on truck or cab '60. The track circuits of blocks late valve 39. Thus, while a permissive without shock.

and'G being closed thereby causes the secondary circuits to be in like condition, and

magnet 32 to be energized.

End 37 of shaft 34, (seeFig. 9), does not engage lugs 38, 38, of valve 39 to turn said'valve, so long as the apparatus is operated in proceed position; therefore said.

valve 3.; remains in operative position, except when it is manually operated to close communication betweenthe train air brake system and the atmosphere, in what has been termed the permissive movement.

The pneumatic pressure in chamber 10, see Fig. 4,011 cup 22 forces plunger 24, carrying plunger 19, against the base 43 of the shoe, when said shoe is in contact with a ramp, and obtains close contact of said shoe with the ramp, particularly with the descending side thereof. This effects good electric connection between said shoe and said descending side of the ramp. The in creased wear of said member 43-of the shoe caused therebyv is lmmaterial, because of the provision, by the hereinbefore described conclear position; and as at said time the plunger is suspended by the latch 30 being in engagement with notch 29 the shoe is normally released from the pressure of said plunger thereon when said shoe first comes in contact with the ascending side of a ramp, and no shock is imparted to said shoe by said first contact. After said contact is established, as the shoe rises on the ramp it takes its load off the plungers 24 and 19,

By referring to Fig. 6 it will be observed that while a train is making a movement under danger indicated conditions, with the permissive valve closed the plunger 24: is resting on'the shoe, with plunger 19 in the groove of the shoe, and movement will be imparted to valve 39 toward open position, as soon as the shoe engages with the ramp.

Bv referring to Figs. '3, 5 and 9 it will be observed that as long as valve 39 remains in open position, the end 37 of shaft 34 isv free to move to and from in the different positions to which it is subjected by the normal'operation of the apparatus without causing movement of said valve.

Train movements on a clear track are usually made at normal speed. By referring to Fig. 4it will be ObSEIVlSdfthflhtlli-B plunger 24 is held suspended while, a train which is equipped with this apparatus is in clear territory, Thus, when a shoe. first engages a ramp, under normalconditions itIw-illnot be inengagement; with plunger 24, therefore the shoe will not have to overcome the resistance of the pressure in chamber 10, to.

move the plunger until ity is well-in engagement with said'ramp. Thisobviatesshocks and liability of breakage.

I claim: I

1. In a train control apparatus provided.

with a chamber, an upwardly movable plunger, an upwardly movable shoe arranged to transmit upwardmovement thereof to saidplunger, a duct communicating at its'inletwith air underpressure in an air braketrain system and at its outlet with said chamber, and said plunger arranged to control saidoutlet, in combination with a manually'operable valve and a connection between said plunger and said valve arranged so that up'wardmovement of: said plunger controls an openv position to said valve, and a. duct communicating with said chamber and said valve.

2. In a train control apparatus, provided with a chamber. an upwardly movable plun ger, an upwardly movable shoe arranged to transmit upward movement thereof to said plunger and on its-downward movement to permit downward'movement of saidplunger, a duct communicating at its inlet with air under pressure in an air brake train. system and at its outlet with said chamber, and'said plunger arrangedto control said outlet, in combination with a manually operable valve and a connection between said plunger and said valve arranged so that upward. moves ment of saidplunger controls an open positlon to said valve and downward movement of sa1d. plunger permits a closed position to said valve, means to manually close said valve, and a duct communicating with said chamber and sa1d valve.

3. In a train control apparatus provided.

with. a shell, achamber in said shell, a movable plunger 1n. sald chamber, 'a movable shoe adapted to transmit movement to saidplunger, meansv tov suspend said shoe from said shell,'said chamber having an inlet in communication with air, under pressure in a train air brake system, said plunger adapt ed to retainfsaid. air under pressure in said chamber, in combination with an additional chamber having an inlet in communication with said first chamber and an outlet com,-

municable withthe atmosphere, and an addi- I tional: movable plunger in said additional chamber, said movable shoe and said suspending means a'dapted to hold said addi tional plunger inposition against-said air under'pressure in said additional chamber;

4. Inv a train control apparatus, a shell, a

chamber insaid shell, a movable plunger in said chamber, amovable shoe adapted to transmit movement thereof in one direction to said plunger, a plurality of means to suspend said shoe from saidshell, said chamber having an inlet in communication with the air under pressure of a train air brake system, said plunger adapted to retain said air under pressure in said chamber, in combination with an additional chamber provided with an outlet, said additional chamber in communication with said first chamber, an additional plunger in said additional chamber, and means to control the position of said plungers.

5. In a train control apparatus, a case, a chamber in said case,'a movable plunger, a movable shoe arranged to transmit motion to'said plunger, said chamber having an inlet in communication with air under pressure in a train air brake system and an outlet in communication with a signal and the atmosphere, said plunger adapted to control said outlet, in combination with an additional chamber in said-movable plunger, said additional chamber having an inlet in communication with said first chamber and an outlet, an additional movable plunger in said additional chamber adapted to control said last outlet, said shoe adapted to hold said additional plunger in position, against said air under pressure, to obstruct communication between the inlet and outlet of said additional chamber. l

6. In a train control apparatus, a" case, a chamber in said case, a movable plunger in said chamber, a movable shoe arranged to transmit movement in one direction to said plunger, a plurality of means to suspend said shoe from said case, said chamber provided with an inlet in communication with roadside installation to move said member.

air under pressure in a train air brake system, and said plunger adapted to retain said.

air under pressure in said chamber, in combination with an additional chamber in communication with said first chamber and provided with an outlet, an addition] plunger in said. additional chamber normally obstructing said outlet therefrom, and said shoe arrangedto normally hold said additional plunger iniioi'mal position, whereby said shoe being in abnormal condition said additional plunger is'moved, by said air under pressure in said additional chamber,

'from said normal and obstructing position.

7. In a'train control apparatus provided with a case, a chamber in said case, a mov able plunger in said chamber, a movable shoe arranged to transmit movement to said'plunger in one direction, means to suspend said shoe from said case, saidchamber provided with an inlet in communication with air under pressure in a train air'brake system, said movable plunger adapted to retain air under pressure in said chamber, in combina-' 8. In a train control system, atrack side member, in combination with a train carried apparatus having in combination, as elements thereof, a case, a chamber in said case, a movable plunger in said chamber, a movable shoe adapted to engage with and be moved by said track side member and to transmit said movementto said plunger, a

duct communicating at its inlet with air under pressure in train air brake system.

and at its outlet with said chamber, saidilunger arranged to compress said air in said chamber on said movement thereof, to thereby cushion and yieldingly force said plunger on to said'track side member when in contact therewith.

9. In a train control system, a trackway, a road side installation at intervals alongthe trackway, a train pipe with air under pressure, said air being a controlling element of of the train, a passage way communicating with said train pipe and. communicable with theatmosphere, a movable member" adapted to obstruct said passage way, said air arranged to yieldingly force said meinher in a determined direction, a lever, a connection between said lever and said member, a latch adapted to engage said lever 'to'limit the movementiin said direction, a

contact memberarranged to co-act with said sure, said. air being a controlling element of the train, apassage way communicating with said train pipe and comn'iunicable with the atmosphere, a movablemeinber adapted to obstruct said passageway, a lever with an engageable projection, a connect-ion be tween said lever and said member, said. member arranged to be moved in a determined direction by said air under pressure, a latch member adapted to engage said projection and an electro-responsi've member adaptedto co-act with said roadside installatioii, to move said latch member ;in engaging position, said latch, said lever and said connection arranged. to retain said movable member against said air pressure in p0- sition to obstruct said passage Way.

ll. In a'train control system, a'track side member, a train carried apparatus comprising a shell, a chamber in said shell, an upwardly movable plunger in said chamber, a duct on said plunger, a movable shoe adapted to engage said track side member, said shoe adapted to transmit movement thereof, upon said engagement, to said plunger, a duct communicating at its inlet end With a source of air under pressure and-at its outlet With said chamber, an additional duct communicable With a signal, said plunger, i. 3151! pn I ll l 11 ciolrraeoirli, a laliit etli ill o; l IfilbfilltlflX l lznrnirnilimabir 1h (hammer is: sell it. lists 11 imonbimda f (l rat in ufi ls rial, lc lenabelei 2 mi. lb aiali il( l icuel: 1o: s as all "nilc'glm a I lrtprlptmb )t e sts'laul ir lc enmninli-f r :0; bit ill: listener n: sali i Jliit s11 iemiicimdl (ll tout :nll l E z :i all fadlfiidliziorlz 1;; date 1 1 2111a a'hrizt: nolnlntii' flysuetnna:nn agarmlaisnE rinina'iolfbalinra areiniielieofiiii :lna; aluipteu lllob:

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train pipe and a source of air under pressure supply, said air being a controlling element of said system, in combination, an apparatus provided with a passage way communieating with said air under pressure and communicable with the atmosphere, a movable member adapted to obstruct said passage way, a latch member adapted to retain said movable member in obstructing position, and an electroresponsive member adapted, when energized, to co-act with said road side installations to move said latch member to retaining position.

19. In a train control system, a track side memberprovided with ascending and descending faces, in combination with a cab carried apparatus comprising a case, a chamber in said case, a movable plunger in said chamber, a movable shoe adapted to engage with and be moved by said track side member and to transmit said movement to said plunger, a duct communicating at its inlet with air under pressure in a train air brake system and at its outlet with said chamber, said plunger arranged to compress said air in said chamber on said movement thereof to thereby cushion and yieldingly force said plunger to said track side mem ber when in contact therewith, an additional duct in communication with a pneumatic signal, a duct on said first plunger, said first plunger upon said movement arranged to 'obstruct communication between said first duct and said chamber, and said duct on said plunger adapted to establish communication between said first duct and said additional duct. I

20. In a train control apparatus, a shoe consisting of a plurality of members, in combination with means to suspend said members, and a member supported by said plurality of members and arranged to coact with a roadside member, said co-acting member arranged to separate from said shoe upon a determined wear of the contacting face thereof. I

21. In a train control apparatus, a shoe consisting of a plurality of parts, in combination with means to movably suspend said shoe and a roadside member arranged to co-a-ct with one of said parts, said eo-acting part comprising a base and vertical members integral with said base, arranged to separate from the'remainder of said shoe and from said base, on a determined wear thereof.

22. In a train control apparatus, a shoe comprising a plurality of outer parts and an inner part, in combination with means to movably suspend said outer parts, and a road side member arranged to co-act with said inner part, said means to suspend arranged to maintain said outer parts intheir assembled position, and said outer parts arranged to maintain said inner part in its assembled position, and said inner part ar ranged to be subjected to wear by its contact with said co-acting road side member, and to separate into a pluralityoi members, and from said outer part, on a determined wear thereof.

28. In a train control apparatus, a plunger, means to suspend said plunger midway of its limit of travel, means to move said plunger in one direction and means includ ing a movable shoe to move it in the opposite direction, in combination with said movable shoe and a road side member arranged to co-act with said shoe to move saidshoe in a determined direction, said shoe, plunger and road side member related so that, said plunger being suspended, the initial movement of said shoe on its contact with said roadside member advances said shoe to said plunger, and'additional movement of said shoe moves said plunger along therewith.

24-. In a train control apparatus provided with a passage vway, a'plurality of means to obstruct said passage way, said means comprising a normally open and manually operable member and an additional normally closed member, in combination with a shoe and a roadside member, all arranged to coact, whereby said additional member being in an abnormal and open position, upon the obstructing of said passage way by said manually operable member,the said co-action moves said additional member into normal and obstructing position, and moves said manually, operable member from said obstructing position. v

25. In, a tram control apparatus provided with a passage Way, a plurality of means to obstruct said passage way, said.

.manually operable member from said obstructing position v ANDREVVJ. BROOKINS.

In the presence of CHARLES TURNER BROWN,

' B, BROWN. 7 v L- 

